EP2902673A1 - Automatic transmission and control method therefor - Google Patents

Automatic transmission and control method therefor Download PDF

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Publication number
EP2902673A1
EP2902673A1 EP13841535.1A EP13841535A EP2902673A1 EP 2902673 A1 EP2902673 A1 EP 2902673A1 EP 13841535 A EP13841535 A EP 13841535A EP 2902673 A1 EP2902673 A1 EP 2902673A1
Authority
EP
European Patent Office
Prior art keywords
pressure
oil chamber
side oil
lock mechanism
state
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP13841535.1A
Other languages
German (de)
English (en)
French (fr)
Inventor
Yusuke Nakano
Katsuya Kobayashi
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
JATCO Ltd
Original Assignee
JATCO Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by JATCO Ltd filed Critical JATCO Ltd
Publication of EP2902673A1 publication Critical patent/EP2902673A1/en
Withdrawn legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/20—Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/34—Locking or disabling mechanisms
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16D—COUPLINGS FOR TRANSMITTING ROTATION; CLUTCHES; BRAKES
    • F16D25/00—Fluid-actuated clutches
    • F16D25/06—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch
    • F16D25/062—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces
    • F16D25/063—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially
    • F16D25/0635—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs
    • F16D25/0638—Fluid-actuated clutches in which the fluid actuates a piston incorporated in, i.e. rotating with the clutch the clutch having friction surfaces with clutch members exclusively moving axially with flat friction surfaces, e.g. discs with more than two discs, e.g. multiple lamellae
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/0021—Generation or control of line pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/22—Locking of the control input devices
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/02—Final output mechanisms therefor; Actuating means for the final output mechanisms
    • F16H63/30—Constructional features of the final output mechanisms
    • F16H63/3023—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure
    • F16H63/3026—Constructional features of the final output mechanisms the final output mechanisms comprising elements moved by fluid pressure comprising friction clutches or brakes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60Y—INDEXING SCHEME RELATING TO ASPECTS CROSS-CUTTING VEHICLE TECHNOLOGY
    • B60Y2300/00—Purposes or special features of road vehicle drive control systems
    • B60Y2300/18—Propelling the vehicle
    • B60Y2300/18008—Propelling the vehicle related to particular drive situations
    • B60Y2300/18016—Start-stop drive, e.g. in a traffic jam
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/68—Inputs being a function of gearing status
    • F16H2059/6823—Sensing neutral state of the transmission
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0492—Smoothing ratio shift for high engine torque, e.g. during acceleration or uphill driving
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
    • F16H61/061—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means
    • F16H2061/062—Smoothing ratio shift by controlling rate of change of fluid pressure using electric control means for controlling filling of clutches or brake servos, e.g. fill time, fill level or pressure during filling
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/20—Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control
    • F16H2061/207—Preventing gear creeping ; Transmission control during standstill, e.g. hill hold control by neutral control

Definitions

  • the present invention relates to a control for an automatic transmission that comprises a friction element with a lock mechanism.
  • a friction element operating with hydraulic pressure is used to couple two members (in the case of a clutch, both are rotational elements, and in the case of a brake, one is a rotational element and the other is a non-rotational element) coaxially arranged.
  • JP07-12221A a plurality of friction plates are mounted on the respective two members to be axially slidable, and the friction plates for the two members are alternately arranged.
  • the friction plates for the two members are pressed against each other by a hydraulic piston, the two members are coupled to each other via the friction plates.
  • JP07-12221A to maintain the engaged state, it is necessary to cause the hydraulic pressure to constantly act on the hydraulic piston. Therefore, it is necessary to cause the hydraulic pump to constantly act, and there is a problem that deteriorates the fuel efficiency of the vehicle on which the automatic transmission is mounted.
  • the present invention has been made in view of the above-described problems, and it is an object of the present invention to provide an automatic transmission that improves the energy efficiency and prevents the driver from feeling uncomfortable.
  • an automatic transmission comprises a friction element, a select switch, and a control unit.
  • the friction element is arranged in a power transmission path.
  • the friction element is engaged by supply of an ON pressure to a engaging-side oil chamber while a lock mechanism becomes a locked state.
  • the friction element maintains the engaged state when the lock mechanism becomes the locked state if the hydraulic pressure of the engaging-side oil chamber decreases.
  • the friction element becomes a released state by supply of an OFF pressure to a release-side oil chamber when the lock mechanism is in the locked state while the lock mechanism becomes an unlocked state.
  • the friction element maintains the released state when the lock mechanism becomes the unlocked state if the hydraulic pressure of the release-side oil chamber decreases.
  • the select switch allows selecting a running mode or a non-running mode as a transmission mode.
  • the control unit configured to: perform a engaging control when the running mode is selected by the select switch; and perform a releasing control when the non-running mode is selected by the select switch.
  • the engaging control supplies the ON pressure to the engaging-side oil chamber so as to set the lock mechanism to the locked state and then decreases the hydraulic pressure of the engaging-side oil chamber.
  • the releasing control supplies the OFF pressure to the release-side oil chamber so as to set the lock mechanism to the unlocked state and then decreases the hydraulic pressure of the release-side oil chamber.
  • control unit determines to control the friction element to become the released state when the running mode is selected, the control unit starts supplying the OFF pressure to the release-side oil chamber to cause the unlocked state of the lock mechanism. After the lock mechanism becomes the unlocked state, the control unit starts supplying the hydraulic pressure to the engaging-side oil chamber and reduces the hydraulic pressure of the release-side oil chamber.
  • a control method is for an automatic transmission.
  • the automatic transmission includes a friction element and a select switch.
  • the friction element is arranged in a power transmission path.
  • the friction element is engaged by supply of an ON pressure to a engaging-side oil chamber while a lock mechanism becomes a locked state.
  • the friction element maintains the engaged state when the lock mechanism becomes the locked state if the hydraulic pressure of the engaging-side oil chamber decreases.
  • the friction element becomes a released state by supply of an OFF pressure to a release-side oil chamber when the lock mechanism is in the locked state while the lock mechanism becomes an unlocked state.
  • the friction element maintains the released state when the lock mechanism becomes the unlocked state if the hydraulic pressure of the release-side oil chamber decreases.
  • the select switch allows selecting a running mode or a non-running mode as a transmission mode.
  • the control method comprises: performing a engaging control when the running mode is selected by the select switch; and performing a releasing control when the non-running mode is selected by the select switch.
  • the engaging control supplies the ON pressure to the engaging-side oil chamber so as to set the lock mechanism to the locked state and then decreases the hydraulic pressure of the engaging-side oil chamber.
  • the releasing control supplies the OFF pressure to the release-side oil chamber so as to set the lock mechanism to the unlocked state and then decreases the hydraulic pressure of the release-side oil chamber.
  • control method determines to control the friction element to become the released state when the running mode is selected, the control method starts supplying the OFF pressure to the release-side oil chamber to cause the unlocked state of the lock mechanism. After the lock mechanism becomes the unlocked state, the control method starts supplying the hydraulic pressure to the engaging-side oil chamber and reduces the hydraulic pressure of the release-side oil chamber.
  • the lock mechanism BL is set to the locked state in the engaged state by supply of the ON pressure and the locked state is maintained after removal of the ON pressure.
  • the lock mechanism BL is set to the unlocked state by supply of the OFF pressure. Accordingly, the released state can be maintained without causing a constant action of the hydraulic pressure.
  • the friction element is controlled to be the released state while the running mode is selected, the OFF pressure is supplied to the release-side oil chamber so as to cause the unlocked state of the lock mechanism. Then, supply of the hydraulic pressure to the engaging-side oil chamber is started.
  • This configuration allows keeping the state just prior to the engaged state by the hydraulic pressure while causing the unlocked state of the lock mechanism. Accordingly, when the driver requests acceleration request or restart afterward, it is possible to immediately cause the engaged state of the friction element. This prevents occurrence of a time lag due to engaging, so as to prevent the driver from feeling uncomfortable.
  • FIG. 1 illustrates the schematic configuration of a vehicle that comprises an automatic transmission according to the embodiment of the present invention.
  • the vehicle comprises an engine 1, a torque converter 2, and a transmission 3.
  • the output rotation of the engine 1 is transmitted to a drive wheel, which is not illustrated, via the torque converter 2, the transmission 3, and a differential gear unit, which is not illustrated.
  • the transmission 3 is a stepped or stepless automatic transmission.
  • the transmission 3 comprises a reverse brake 4 and a forward clutch 5.
  • the transmission 3 outputs reversed rotation of the engine 1 in a state where the reverse brake 4 is engaged, and outputs the rotation of the engine 1 while maintaining the rotation direction in a state where the forward clutch 5 is engaged.
  • the reverse brake 4 is a conventional friction element that is engaged by supply of a engaging pressure and requires a continuous supply of the engaging pressure to maintain the engaged state. It is only necessary to stop the supply of the engaging pressure to release the reverse brake 4.
  • the forward clutch 5 is a friction element that comprises a lock mechanism BL as described below.
  • the forward clutch 5 can be maintained in the engaged state even if the supply of the ON pressure is stopped.
  • the forward clutch 5 can be maintained in the released state even if the supply of the OFF pressure is stopped.
  • the configuration of the forward clutch 5 will be described in detail later.
  • a hydraulic pressure control circuit 7 comprises: a regulator valve, which regulates the hydraulic pressure from a hydraulic pump 8 driven by the engine 1 to the line pressure; a solenoid valve, which regulates the hydraulic pressure supplied to the friction elements (and the configuration member of the continuously variable transmission mechanism in the case where the transmission 3 is a continuously variable transmission) including the forward clutch 5 assuming that the line pressure is the source pressure; the hydraulic pump 8; and an oil passage, which couples between the respective valves and the respective friction elements.
  • the respective valves of the hydraulic pressure control circuit 7 are controlled based on the control signal from a transmission controller 9.
  • the transmission controller 9 is constituted of a CPU, a ROM, a RAM, input/output interfaces, and similar member.
  • the transmission controller 9 determines the running state of the vehicle based on various signals input from various sensors and the engine controller, and outputs a command to the hydraulic pressure control circuit 7 to realize the transmission gear (the gear ratio in the case where the transmission 3 is a continuously variable transmission) appropriate for the running state.
  • the hydraulic pressure control circuit 7 supplies the hydraulic pressure for controlling the respective engaged states of the forward clutch 5 and the reverse brake 4.
  • the actual hydraulic pressure to be supplied is detected by an actual hydraulic pressure sensor 71, and the transmission controller 9 performs feedback control using a target hydraulic pressure (for example, the ON pressure and the OFF pressure described later) such that the actual hydraulic pressure becomes the target hydraulic pressure.
  • a target hydraulic pressure for example, the ON pressure and the OFF pressure described later
  • the transmission controller 9 receives inputs of the signals or similar input from: a rotational speed sensor 101, which detects a rotation speed Ne of the engine 1; a rotational speed sensor 102, which detects a turbine rotation speed Nt (the input rotation speed of the transmission 3) of the torque converter 2; an oil temperature sensor 103, which detects an oil temperature TMP of the transmission 3; an inhibitor switch 104, which detects the position of a select lever 11; an accelerator position sensor 105, which detects the manipulated variable (hereinafter referred to as "accelerator position APO”) of the accelerator pedal; a brake switch 106 that detects ON/OF F of the brake; and similar member.
  • a rotational speed sensor 101 which detects a rotation speed Ne of the engine 1
  • a rotational speed sensor 102 which detects a turbine rotation speed Nt (the input rotation speed of the transmission 3) of the torque converter 2
  • an oil temperature sensor 103 which detects an oil temperature TMP of the transmission 3
  • an inhibitor switch 104 which detects
  • the select lever 11 is arranged at gates, which couple between a parking range (hereinafter referred to as "P range”), a reverse range (hereinafter referred to as “R range”), a neutral range (hereinafter referred to as “N range”), and a drive range (hereinafter referred to as “D range”).
  • P range parking range
  • R range reverse range
  • N range neutral range
  • D range drive range
  • the transmission controller 9 engages or releases each of the forward clutch 5 and the reverse brake 4 corresponding to the position of the select lever 11. Specifically, in the D range, the forward clutch 5 is engaged and the reverse brake 4 is released. In the R range, the forward clutch 5 is released and the reverse brake 4 is engaged. In the P range and the N range, the forward clutch 5 and the reverse brake 4 are released.
  • FIG. 2 illustrates cross sections of the forward clutch 5 according to the embodiment of the present invention and a clutch operation pack 6, which causes this forward clutch 5 to operate.
  • the following describes the respective configurations.
  • the forward clutch 5 comprises a clutch drum 51, a clutch hub 52, a driven plate 53, a drive plate 54, and a retainer plate 55.
  • the clutch drum 51 and the clutch hub 52 are coaxially arranged.
  • the clutch drum 51 couples to a rotational element (a shaft, a gear, or similar element), which is not illustrated.
  • the clutch hub 52 couples to another rotational element (a shaft, a gear, or similar element), which is not illustrated.
  • the driven plate 53 is mounted on the clutch drum 51 by spline coupling to be axially slidable.
  • the drive plate 54 is mounted on the clutch hub 52 by spline coupling to be axially slidable.
  • Four driven plates 53 and four drive plates 54 are alternately arranged, and clutch facings are attached to the friction surfaces on both sides of the drive plate 54.
  • the clutch drum 51 transmits the rotation input from the rotational element coupled to the clutch drum 51 via the driven plate 53 and the drive plate 54 to the clutch hub 52.
  • the retainer plate 55 intervenes between: the drive plate 54 arranged in the end portion at the opposite side to a hydraulic piston 61; and a snap ring 64 secured to the groove at the inner periphery of the clutch drum 51.
  • the retainer plate 55 has a friction surface on one surface.
  • the retainer plate 55 has a thicker thickness in the axial direction than that of the driven plate 53, and prevents the driven plate 53 and the drive plate 54 from falling over.
  • the clutch operation pack 6 comprises the hydraulic piston 61, an ON-pressure piston chamber 62, an OFF-pressure piston chamber 63, the snap ring 64, a diaphragm spring 65, a partition plate 66, and the lock mechanism BL.
  • the hydraulic piston 61 is arranged to be axially movable with respect to the forward clutch 5.
  • the hydraulic piston 61 has an ON-pressure receiving surface 61a on one surface and an OFF-pressure receiving surface 61b on the other surface.
  • the ON-pressure piston chamber 62 is defined between the clutch drum 51 and the hydraulic piston 61 such that the ON pressure acts on the ON-pressure receiving surface 61a of the hydraulic piston 61.
  • the OFF-pressure piston chamber 63 is defined between the partition plate 66 secured to the clutch drum 51 and the hydraulic piston 61 such that the OFF pressure acts on the OFF-pressure receiving surface 61b of the hydraulic piston 61.
  • the snap ring 64 is arranged in the position at the opposite side to the hydraulic piston 61 across the forward clutch 5, and axially supports the forward clutch 5.
  • the diaphragm spring 65 intervenes between a clutch-side end surface 61 c of the hydraulic piston 61 and a piston-side end surface 5a of the forward clutch 5.
  • the diaphragm spring 65 is arranged in pairs stacked in the axis direction, and causes the engaging force to act on the forward clutch 5 when the hydraulic piston 61 is moved in the engaging direction toward the snap ring 64.
  • the lock mechanism BL is incorporated in the clutch drum 51, and is constituted of the hydraulic piston 61, a ball holding piston 67, and a ball 68.
  • the hydraulic piston 61 is arranged to be axially movable with respect to the forward clutch 5.
  • a housing space 61d and a tapered surface 61e are disposed.
  • the housing space 61d houses the ball 68 when the movement of the hydraulic piston 61 in the releasing direction is restricted.
  • the tapered surface 61e is formed continuously with the housing space 61d.
  • the ball holding piston 67 is arranged in a cylindrical space defined between: an inner peripheral cylinder portion 51a of the clutch drum 51 covering the hydraulic piston 61; and a partition cylindrical wall portion 51b, which axially projects from the clutch drum 51.
  • the ON pressure or the OFF pressure acts, the ball holding piston 67 moves in the axial direction.
  • the space between the outer peripheral surface of the ball holding piston 67 and the partition cylindrical wall portion 51b is sealed by a sealing ring 84.
  • the space between the inner peripheral surface of the ball holding piston 67 and the inner peripheral cylinder portion 51a is sealed by a sealing ring 85.
  • the space between the inner peripheral surface of the hydraulic piston 61 and the partition cylindrical wall portion 51b is sealed by a sealing ring 86. Accordingly, on both sides of this hydraulic piston 61, the ON-pressure piston chamber 62 and the OFF-pressure piston chamber 63 are defined.
  • An ON-pressure port 51d which is opened at the clutch drum 51, and the ON-pressure piston chamber 62 communicate with each other via an ON-pressure communication groove 67a, which is formed in the ball holding piston 67, and an ON-pressure communication hole 51e, which is opened at the partition cylindrical wall portion 51b.
  • An OFF-pressure port 51f which is opened at the clutch drum 51, and the OFF-pressure piston chamber 63 communicate with each other via an OFF-pressure communication groove 67b, which is formed in the ball holding piston 67, and an OFF-pressure communication clearance, which is secured between the end portion of the partition cylindrical wall portion 51b and the partition plate 66.
  • a housing space 67c houses the ball 68 when the movement of the hydraulic piston 61 in the releasing direction is allowed.
  • the tapered surface 67d and the lock surface 67e are formed continuously with the housing space 67c.
  • the ball 68 is disposed at a ball hole 51c, which is opened in the partition cylindrical wall portion 51b.
  • the ball 68 receives the forces from these tapered surfaces 61e and 67d of the pistons 61 and 67 in association with the movement of the hydraulic piston 61 and the ball holding piston 67 in the axial direction due to the action of the ON pressure or the OFF pressure, so as to move in the radial direction between a lock position and a lock release position.
  • the ball holding piston 67 moves in the axial direction (the direction separated from the forward clutch 5) from the holding position of the ball 68 by the lock surface 67e to the holding release position.
  • the force as the sum of the force by the OFF pressure and the reactive force of the engaging force by the diaphragm spring 65 acts on the hydraulic piston 61 to have a stroke in the direction in which the hydraulic piston 61 returns, and presses the ball 68 back in the lock releasing direction.
  • the lock mechanism BL becomes the released state.
  • the ON pressure is zero. This maintains the state where the ball 68 is housed in the housing space 67c of the ball holding piston 67 even when the OFF pressure is drained.
  • the OFF pressure is supplied to the OFF-pressure piston chamber 63 only during the releasing operation. There is no need to supply the OFF pressure for maintaining the released state of the forward clutch 5.
  • the following control (coasting N control) is usually performed.
  • This control causes a released state of the forward clutch 5 to release the coupling between the engine 1 and the transmission 3, so as to reduce the load (inertia) on the engine 1 at the output side and improves the fuel efficiency.
  • coasting N control which causes the released state of the forward clutch 5 in the state where the vehicle is running
  • idling N control which causes the released state of the forward clutch 5 in the state where the vehicle is stopped
  • the forward clutch 5 is caused to be in the released state during operation of the engine 1, when the driver requests the subsequent acceleration or restart, it is necessary to immediately control the forward clutch 5 to be in the engaged state. At this time, delay in engaging the forward clutch 5 causes a time lag from the acceleration request of the driver until the start of acceleration by the vehicle. This might cause uncomfortable feeling to the driver.
  • the following control is used for controlling the engaged state of the forward clutch 5.
  • FIG. 3 is a flowchart of the N control executed by the transmission controller 9 according to the embodiment of the present invention.
  • the N control in this embodiment includes, described above, the coasting N control, which causes the released state of the forward clutch 5 in the state where the vehicle is running, and the idling N control, which causes the released state of the forward clutch 5 in the state where the vehicle is stopped.
  • the flowchart illustrated in FIG. 3 is executed in a predetermined cycle (for example, 10 ms) in the transmission controller 9.
  • step S10 the transmission controller 9 determines whether or not to execute the N control.
  • the execution of the N control is determined based on the conditions such as the engaged state of the forward clutch 5 in the running mode, a vehicle speed of a predetermined vehicle speed (for example, 10 km/h) or less or corresponding to the vehicle stopped state, an accelerator position APO of zero (0/8), and depression of the brake pedal.
  • the process according to this flowchart is terminated and the process returns to another process.
  • step S20 the transmission controller 9 starts the supply of the OFF pressure to the OFF-pressure piston chamber 63 of the clutch operation pack 6 for the forward clutch 5.
  • step S30 the transmission controller 9 determines whether or not the lock mechanism BL becomes the unlocked state by supply of the OFF pressure. Whether or not the lock mechanism BL becomes the unlocked state is determined, as described later in FIG. 4 , by a change in actual hydraulic pressure supplied to the OFF-pressure piston chamber 63 by the hydraulic pressure control circuit 7.
  • step S30 the process returns to step S30 and repeats the processing there.
  • step S40 the transmission controller 9 starts supplying the hydraulic pressure to the ON-pressure piston chamber 62 of the clutch operation pack 6 for the forward clutch 5. Subsequently, the process proceeds to step S50, and the transmission controller 9 reduces the hydraulic pressure of the OFF-pressure piston chamber 63 of the clutch operation pack 6 for the forward clutch 5. Subsequently, the process according to this flowchart is terminated and the process returns to another process.
  • step S40 the upper limit of the hydraulic pressure supplied to the ON-pressure piston chamber 62 is set to the minimum hydraulic pressure at which the lock mechanism BL does not become the locked state.
  • the hydraulic piston 61 is moved to not the release side but the engaging side in preparation for the subsequent acceleration or restart request by the driver.
  • the transmission controller 9 further increases the hydraulic pressure of the ON-pressure piston chamber 62 from the above-described upper limit of the hydraulic pressure. This causes the hydraulic piston 61 to press the driven plate 53 and the drive plate 54 via the diaphragm spring 65 such that the forward clutch 5 has the torque transmission capacity.
  • execution of the N control according to the flowchart illustrated in FIG. 3 causes a cutoff between the engine 1 and the transmission 3 so as to reduce the load on the engine 1 and improves the fuel efficiency of the engine 1.
  • FIG. 4 illustrates a timing chart of the N control according to the embodiment of the present invention.
  • the transmission controller 9 determines to execute the N control, the transmission controller 9 starts supplying the OFF pressure to the OFF-pressure piston chamber 63 (at timing t1).
  • the holding release position of the ball holding piston 67 can be detected by a change in actual hydraulic pressure of the OFF-pressure piston chamber 63.
  • the transmission controller 9 determines that the lock mechanism BL becomes the unlocked state at the time when the actual hydraulic pressure of the OFF-pressure piston chamber 63 changes from a decreasing trend to an increasing trend.
  • the transmission controller 9 When it is determined that the lock mechanism BL becomes the unlocked state (at timing t2), the transmission controller 9 starts supplying the hydraulic pressure to the ON-pressure piston chamber 62. At this time, the upper limit of the hydraulic pressure is set to, as described above, the hydraulic pressure at which the lock mechanism BL does not become the locked state (illustrated by one dot chain line). After the start of supplying the hydraulic pressure to the ON-pressure piston chamber 62, the OFF pressure supplied to the OFF-pressure piston chamber 63 is reduced (at timing t3).
  • the determination that the N control is executed causes controlling the lock mechanism BL to be in the unlocked state and supplies a hydraulic pressure to the ON-pressure piston chamber 62, so as to prepare for the subsequent acceleration or restart.
  • the transmission 3 comprises the forward clutch 5.
  • the forward clutch 5 becomes the engaged state and sets the locked state of the lock mechanism BL by supply of the ON pressure.
  • the forward clutch 5 maintains the locked state after removal of the ON pressure.
  • the forward clutch 5 becomes the released state and sets the unlocked state of the lock mechanism BL by supply of the OFF pressure.
  • the forward clutch 5 maintains the unlocked state after removal the OFF pressure.
  • the transmission controller 9 determines to execute the N control, which controls the forward clutch 5 in the engaged state to become the released state, the transmission controller 9 starts supplying the OFF pressure to the OFF-pressure piston chamber 63 such that the lock mechanism BL becomes the unlocked state so as to start supplying a hydraulic pressure to the ON-pressure piston chamber 62, and reduces the hydraulic pressure of the OFF-pressure piston chamber 63.
  • the return spring is not provided, and the hydraulic piston 61 moves to the initial engagement position only by supplying a slight hydraulic pressure to the ON-pressure piston chamber 62 after the OFF pressure is reduced. Accordingly, without learning the piston position, the piston touching position can be secured only by supplying the hydraulic pressure to the extent that does not deform the diaphragm spring 65.
  • the transmission controller 9 reliably detects that the lock mechanism BL becomes the unlocked state based on a change in actual hydraulic pressure of the OFF-pressure piston chamber 63, more specifically, at the time when the actual hydraulic pressure changes from a decreasing trend to an increasing trend. This allows starting supply of the hydraulic pressure to the ON-pressure piston chamber 62 in a timely manner.
  • the transmission controller 9 increases the hydraulic pressure by the hydraulic pressure to the ON-pressure piston chamber 62. This immediately allows the forward clutch 5 to have the torque transmission capacity as the engaged state, so as to prevent occurrence of a time lag.
  • the present invention is similarly applicable to a hybrid vehicle that comprises an engine and an electric motor as driving force sources.

Landscapes

  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Control Of Transmission Device (AREA)
  • Hydraulic Clutches, Magnetic Clutches, Fluid Clutches, And Fluid Joints (AREA)
EP13841535.1A 2012-09-26 2013-09-24 Automatic transmission and control method therefor Withdrawn EP2902673A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP2012212552 2012-09-26
PCT/JP2013/075675 WO2014050803A1 (ja) 2012-09-26 2013-09-24 自動変速機及びその制御方法

Publications (1)

Publication Number Publication Date
EP2902673A1 true EP2902673A1 (en) 2015-08-05

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Application Number Title Priority Date Filing Date
EP13841535.1A Withdrawn EP2902673A1 (en) 2012-09-26 2013-09-24 Automatic transmission and control method therefor

Country Status (6)

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US (1) US20150252894A1 (ja)
EP (1) EP2902673A1 (ja)
JP (1) JPWO2014050803A1 (ja)
KR (1) KR20150048175A (ja)
CN (1) CN104704266B (ja)
WO (1) WO2014050803A1 (ja)

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Publication number Priority date Publication date Assignee Title
JP6394627B2 (ja) * 2016-03-09 2018-09-26 トヨタ自動車株式会社 係合機構の潤滑装置

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Publication number Priority date Publication date Assignee Title
DE2540191C3 (de) * 1975-09-10 1981-08-13 Zahnradfabrik Friedrichshafen Ag, 7990 Friedrichshafen Druckmittelbetätigte Lamellenkupplung mit stehendem Ringzylinder
US4325471A (en) * 1980-09-15 1982-04-20 General Motors Corporation Piston position control mechanism
DE3118565C2 (de) * 1981-05-11 1984-11-29 Zahnradfabrik Friedrichshafen Ag, 7990 Friedrichshafen Lamellenkupplung
JPH0231073A (ja) * 1988-07-19 1990-02-01 Aisin Aw Co Ltd 自動変速機における油圧制御装置
JPH0712221A (ja) 1993-06-29 1995-01-17 Matsuda Sangyo Kk 自動変速機の締結力調整装置
JP2000304125A (ja) * 1999-04-16 2000-11-02 Mitsubishi Motors Corp 自動変速機の制御装置
JP4663922B2 (ja) * 2001-07-23 2011-04-06 株式会社ジェイテクト 駆動力伝達装置
JP2005257049A (ja) * 2004-03-15 2005-09-22 Suzuki Motor Corp 油圧式摩擦係合装置
JP2006009973A (ja) * 2004-06-25 2006-01-12 Toyota Motor Corp 動力伝動装置
DE102008027070A1 (de) * 2007-06-20 2008-12-24 Luk Lamellen Und Kupplungsbau Beteiligungs Kg Sperrmechanismus für Kupplungen und Bremsen
US8172058B2 (en) * 2009-01-12 2012-05-08 GM Global Technology Operations LLC Latching clutch assembly and method of operating the same
JP2012002353A (ja) * 2010-05-19 2012-01-05 Jatco Ltd 変速機のパーキング機構
JP5669641B2 (ja) * 2011-03-22 2015-02-12 ジヤトコ株式会社 多板式摩擦係合機構

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Title
See references of WO2014050803A1 *

Also Published As

Publication number Publication date
JPWO2014050803A1 (ja) 2016-08-22
CN104704266B (zh) 2016-07-06
CN104704266A (zh) 2015-06-10
KR20150048175A (ko) 2015-05-06
WO2014050803A1 (ja) 2014-04-03
US20150252894A1 (en) 2015-09-10

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